Side-frame construction for railway cars



May 13 1924. 1,493,958

r G. s. CHILES SIDE FRAME CONSTRUCTION FOR RAILWAY CARS Filed may 17. 1921 3 Sheets-Sheet 1 2 g 13 m 3 g, Lg t A 5 *1- Q I J' M ,30 z I J l x E I: I I: 6 6 l 5 5 J J i u l T' 6 a 2 0 33 2 il g I J7 1 31 82 s 6602 96 5 Ciu/Zai,

May 13 ,1924

. G. S. CHILES SIDE FRAME CONSTRUCTION FOR RAILWAY CARS Filedlday 17. 1921 3 Sheets-Sheet lhvew'lfifi G ge 5 Claims,

lad 7165.5 1

-May 13 1924.. 1,493,958

G. s. CHILES SIDE FRAME CONSTRUCTION FOR RAILWAY CARS FiIed Mai! 1'7. 192] V 3 Sheets-Sheet 3 Imam/159 I a George (1/1/66 6,

Patented May 13, 1924.

eEoEeE scorr cnILEs or cnrcaeo, rumors.

To all whom concern: v

srnz-rmfconsrnuc'rron Eon-Emwxz CABS.

nea, fledtla'y 17,

Be it known that I, GEoncE (9mm,

7 a citizen of the United States, and-a resident view looking in the direction of the arrow of Chicago, in the county of Cook and'State of Illinois, have invented a newand useful Improvement in Side-Frame Construction for Railway Cars, of which the following is a specification. v

My invention relates chiefly to the peculiar construction of acast steel side frame and the spring equipment used therewith 'in a railway truck bolster, but fabricated frames may also be used with this construction.

The object of the invention is to improve the spring equipment involved in carrying the load and to improve the distribution of the metal involved 1n the construction of the side'frame to produce greater economy in weight and cost, and secure greater strength and efiiciency of the structure.

Reference will be had to the accompanyingdrawings in which Figure 1 isa side elevat1on of-a' car truck with the journal boxes omitted and showing the wheels and axles only in diagram. Figure?) is a section showing the parts on line -22 of Figure 1. Figure 3 is a modified form of the spring fastenings and of the bolster connection to the springs from that shown in Figures} and 2.

Figure 4: is a transverse section of the parts shown on line 44 of Figure 3. Figure 5 is an enlarged detail of the springconnection' shown in Figure 3. Figure 6 is a A of a portion of the edge of the side frame shown in Fi re 3, for thesole purpose of showing the ole through which the spring bars are entered. Figure 7 is a modified detail of the bolster end and spring arrangement. Fi re 8 is an end'vlew of another formof bo ster and coactin part of the side frame. Figure 9 shows t e arts on'line' 99 of Figure 8. Fi ure 10 s ows a modified for-m nearest like t e construction shown' in Figure 7. Figure 11 is ail-enlarged section of thelower member of the side frame only on line 11 -11 of Figure 10. Figure 12 is a diagrammatical view showing the strain lines involved in side frames as shown by the heretofore used;

practice quite general} 7 igure1'3 shows a simi ar viewto that of Figure 12 but as applied to my invention involved in this case.

In the drawing 1 indicates in dotted lines 192 serial 110. 470,484,

i the outline of the car wheels involved in the truck. 2 indicates the axles; ,The journal "boxes are not shown but they may be of any vsuitable form or pattern and may when desired be .cast integral with the side frame itself. 7

3 indicates dotted lines, beingthe vertical central load "lines of the bearings on the axles of the wheels. 4 indicates the compression or top girder of the side frame as a general term, referrmg to the side frame.

itself. 5 indicates the body of the bolster as a general term for the bolster itself. This.

truckbolster is what is known as the cast steel bolster but may be of any other suit able form of a bolster having the detailed features either cast inte ml or fabricated as may be desired as descri ed herein.

With my invention I use what are known as flat bar or leaf springs so arranged that what is ordinarily termed the spring plank, is not necessary or desirable. These spring bars are indicated by 6 and as'shown in Figure 2 they are simply flat bars curved "as shown in Figure 1 and supported at their ends by a ser1es of steps or offsets 7. The bars "are separated as shown at their ends,

each having its individual step or seat with clearance between the spring bars as is indicated by 8 but in the central zone, whereon the bolster rides, the several spring bars are pressed in contact with each other under the influence of the load as indicated by 9. \Vhen the bars are first made they are shaped so that each separate bar must be defiected slightly, taking some initial load, before the final or lower bar is fixed. However,..I

- may, as desired, so construct themthat there is no initial load between each leaf and that'- each leaf or bar commences to take the load.

at the same time. I

The bolster is provided with end flanges 10 which. embrace the spring bars on the slde .and thus transmit lateral thrust load throu h the spring bars themselves to the side rame, since the spring bars are embraced at their ends by the side flan es 11 of the tension member 12 of the side rame.

In the construction shown in Figures 1, 2,

-8, 9 and 10 the direct line travel thrust, or side'movement ofthe bolster is transmitted to the sideframe by the projections 13 of the compression member 4.0f the side frame and these projections 13 terminate at 14 and thus a there is left an open clear space 15 which permits the spring bars or leaves to be inserted sidewise into their seats in the side frame at a time when the bolster is raised to the upward limit of its position in the side frames.

. in absorbing the road shocks for which springs are primarily used as well as absorbing the recoil action. This frictional feature whereby work or energy is dissipated is a matter of much importance in a car structure for it absorbs and dissipates what amounts to an infinite number of small vibrations that occur in the use of a rolling structure.

I obtain a greater frictional work absorption of vibration and spring recoil, known as shock absorbing work, by the .modified form of spring mounting shown in Figure 3 and I gain a still greater result in this respect by the modified form of the structure shown in Figures 7 and 10. In Figures 3 and 5 I 'prov'ide every alternate spring seat or step 7 with a little pocket or recess 16 and I turn over one end of the several sprin bars or leaves into an angle projection in icated by '17 which engages the pocket 16 and thus as the spring body is deflected the longitudinal slip or creep of the several bars or leaves is made to travel in one direction. .The sum total of the slip or articulation of the several bars upon themselves as every other bar is held fixed at alternate ends amounts to increasing the frictional movement of the spring leaves or bars upon themselves very .materially, producing a total frictional movement of upwards of 4' times of what is involved in the arrangement as shown by Figurel, since in Figure 1 the several spring bars at their center move little or none at all upon themselves and the movement takes place only at the ends, whereas, with the form shown in Figure 3 each entire bar is made to move lengthwise on its neighboring bar the full amount of movement caused by the deflection.

The greater frictional work absorbing feature involved in the modified form shown in Figures 7 and 10 is arrived at by making a less number ofseats or ste s 7 and then making the bars in pairs an letting the free end of each bar ride upon the neighboring bar below it, this arrangement Furmesses permitting a longer surface contact of the bars upon each other than is obtained by the other constructions which provides for contact of the bars or spring leaves on each' other chiefly in the main central zone under the bolster.

This construction of riding the free ends of the spring leaves or bars upon their neighbors prevents any movement of the bars on the seat 7 and thus avoids any wear that will take place on the surface of the seats 7 as involved in the construction shown in Figure 1 and upon a less number of seats with the construction shown in Figure 3.

By my arrangement of producing spring dampening or shock absorbing effects I am permitted to make this an important commercial factor with little or no additional expense whereas it is troublesome and expensive to get a shock absorbing effect with a coiled spring construction.

The arrangement of my springs as shown wherein the load of the bolster is transmitted as it were by the spring acting as a bridge carrying the load to the side frame in a region closely approaching the ends of the side frame near the bearing load lines 3 amounts to applying the load on the side frame closely to the ends which permits a much lighter side frame construction than where the load is taken approximately in the center region of the side frame. This is more readily appreciated when I say that the old method of loading the side frame with the coil springs or transverse plate springs, located in the central re ion, amounts to applying a total load 0 the bridge structure as it were in the center, while with my method, the total load on the bridge structure is divided in two parts and applied closely adjacent the ends so that the stresses that must be taken up by the metal of the side frame are relatively light in the central region of the side frame, whereas with the former constructions the stresses are relatively heavy in the central zone of the side frame.

Thus it is plainly to be seen that with a side frame of my construction having a longitudinal spring said frame may be made with less metal than ordinarily required to take up the load strains.

Further, with the old construction of center applied load on the side frame, the maximum fibre stresses of the metal for the whole load is centered substantially in one zone or cross section of the tension member, which might be in cross section in the bot tom section under the-bolster whereas, with my arrangement of the springs each individual leaf or bar has a separate point of application of its load to the side frame so that there is no one section which receives as much maximum shock strain as is involved in the old construction. Thus them is only a short zone or section of the side frame metal which must carry the whole load of the tension member and this short :trame in the lower zone or section indicated by '19, Figures 1 and 3, stillpermits the side fralme'to carry its load through the bridging effect of the upper spring bars,-

whereas the same sort ofa fracture or weakness would cause a completefailure of the frame-with the old style structure.

With the old style trucks the spring planks are more or less generally used and with those that-are ri 'dly fixed to the side frame there are deve oped in service frequent twist or torsional strains that put tax or overload on the fibres of the metal. These come in the same zone where there are max- :imum ,fibre strains due to the direct loads. fWith my spring-construction any torque on twist is transmittedthrough the s ring bars to the side frame at points sufficiently distant from the center of the bolster to amount to a serious reduction in the fibre stresses,

" due to'torsion and'twist induced by the bolster or spring plank. v

Figure 1 the bolster 5 is providedwith integral flanges 10 cast ,on the bolster as I have previously described but with the structure shown in Figures 3, 7 and 10 the bolster is provided with only narrow flan es 20 and 21 and they embrace 5 ring sadd e blocks 22. The blocks 22 are s ightly different as relates to those shown in Figures 3, 4, 7 and 10. On the said blocks in Figures 3 and 4 I have curved the lower flange 23' and with the blocks used in Figures 7 and 10 the lower flange has corners 24 making a wider contact on the sides of the spring bars. Further with the blocks 22 shown in Figures 7 and 10 there are provided side flanges or shoulders 25 which em- .brace the ends of the bolster 5 'on the sides thereof. In the structure shown in Figures 1, and 3 the sides of the bolster furnish the sliding contact for the vertical movement of the bolster in the side frame as for side thrusts and wear on the bolster. In the structure shown in Fi ures 7 and 10 the block 22 through its si e walls 26 bears upon guides 27 "projectin upward from the tension member and the guides 13 projecting downward from the COI i XEIBSSlOIX member.

. e structure shown in F1 res 3, 4 and 6 has the side guides for the olsters in the form of what are known as the ordinary columns of a side frame, indicated by 28, and because of this fact I must provide the bolster opening indicated by lster bears upon 29 for the en-:

structure substantially in the; manner of the old methods.- However, with the use of ure 6 whichmust be in one end of the side frame ormay be in both as desired. To

accommodate for the metal omitted for this aperture 30 I strengthen the side walls as is indicated by 32 in Figure 6.-

For thepurpose of ending in supportin the bolster in a direct. upright position provide the two bearing pro'ections 33 on the bolster, shown in dotted hues in Figure 1 1 and in full lines in Figure 2. These same project-ions I put upon the block 22 as will be seen by the dotted lines in Figures 7 and 10. p i

The up 'r or compression member 4 of .the side rame is in an inverted channel form .as will" be more clearly understood from Figure 9 and in order to give a longer vertical bearing in the side guides 13 for the bolster ends I provide a pro ection 34 at each end of the bolster. The projections 34 are of the full width of the bolster as shown in Figure 8 in order to coact with guides 13, but their dimension lengthwise. of the bol-' ster is less than the width of the trough of the channel compression member. Additional vertical guiding surface is thus provided without diminishing the extent of vertical movement of the bolster.

The cross section of the side frame tension member of the frame shown b Figures 7 and 10, is shown by Figure 11, which is on line 11-11 of Fi re 10. The arrangement of my springs an side frame as shown and described, brings about a strain sheet or strain line development as is indicated by the diagrammatical view Figure 13 which shows the loads applied on the points 35 as might be applied to an ordinary flexible susttle or no load at all is'applied in the central zone 37. Thus the metal is used most efiiciently with my design. A comparison with the old structure may readily be made by a study of Fi monlyused strain ine is indicated by 38 and the load applied lines by 39.

This sect1on across the bottom of the side frame of the old design is substantially a re 12 wherein the com beam and also must perform a part of a tie structure as the strain line in this case is tension only on the inclined members and across the bottom there are tension stresses and beam stresses as well which introduce uncertain features as to the action on the metal, for the beam loads react on the column members-40 and. also badk upon theinclined members 41 as well, but with my frame the tension member sustains tension loads only, being the shape assumed by a flexible cord supporting a load as I have described.

Thus in the old form the load is substantially mounted in the center and must be earned or transmitted as it were through a larger and longer body of metal to the axles of the wheels, than is the case with my structure as indicated by Figure 13.

The less length of material through which the load must be carried is a feature to be desired because of the fact that there is a less factor of chance of weakness in the metal that may cause a fracturein service.

Thus my form of transmitting the load from p the bolster to the side frame and in turn-to the axles of the car, permits as it were a greater factor of safety from weaknesses of oundry practice than may be permitted with the old system of center loading of the side frame. Gastin might be inspected and passed for service with weaknesses in v the central region of the tension member, with my invention which could not be allowed to pass with the old'structure with corresponding weaknesses in the central zone, which is a reat desideratum.

,What I claim 1s:

1. In a car truck structure, side frames having compression members and tension members united at the ends of the side frame; in combination with leaf springs extending parallel with'the side frames and with their ends separately mounted in seats on the tension member "of the side frames and a bolster extendin from side frame to side frame and mounted on the said s rings.

2. In a truck frame, side frames iavin compression and tension members, lea springs extendin parallel with the tension members supportin the truck bolster in the middle zone of the eaf springs and the said springs having their ends mounted in a series of steps located in the tension members of the side frames.

3. In a car truck frame ing seats for leaf springs located in the tension members of the side frames and at each end thereof, leaf sprin s arranged parallel with the side frames and supportin the bolster in the middle zone of the lea sprin and with their ends sup rted in seats in the tension members of t e side frames; in combination with a bolsterextending from side frame to side frame and resting on the said springs and guideways in the compression member of the said side frames adapted to hold the said bolster against displacement parallel to the track and for furmshing the vertical sliding guideways.

4. In a truck construction, side frames having-a tension member arranged with inclined ends and provided with a series of offset steps or seats. adapted to support a oframe and restin the said springs 1n their central zones and frame.

side frames hav- 1,4es,ebs

series of spring bars of varying length, each ing seats of its own in the tension member of the side frame and the several parts of each sprinin contact with each other in the centra zone; in combination with 4 a bolster extending from side frame to side upon and supported by mounted to be guided vert ,,-ally in the side 5. In a structure of the class described, a spring composed of separate bars of varying length andmounted in parallel arrange ment with the side frames, separate seats for different bars of the springs arranged in the tension member of the side frame ateach end of the springs; in combination with a bolster supported in tlie central zone of the springs.

6. In a structure of the classdescribed, a side frame arranged to carry leaf springs in parallel arrangement with the side frame and said sprin s adapted to support a bolster extending rom side frame to side frame and the alternate ends ofthe several leaves that form the said springs secured in the side frames against longitudinal travel of the said ends whereby the fiexure of the springs causes a movement of the entire body of each leaf of the springs upon their companion leaves.

zone of the side frame, and different leaves of the said springs having separated seats upon the said tension member, with a bolster extending across from 'side frame to side frame and supported on the said springs in the central zone thereof.

5. In a structure of the class described, a side frame having a tension member provided with a series of steps or seats for springs arranged on each side of the bolster region, leaf springs bridging the space between the spring seats on the tension member, means for securing the alternate ends of different leaves of the springs in the said seats in the, tension member for holding the said endsof the said leaves in longitudinal movement.

9. In a structureof the class described, a leaf spring having alternate'ends of different leaves turned over into a projection for securing the said ends from longitudinal movement and the said spring located in (parallel arrangement with the side frame an supported therein; with means involved in the seats of the side frame for the said springs, for holding the said turned over ends 'of the said separate leaves against longitudinal displacement.

10. In a structure of the class described,

s rings composed of separate bars and thea ternate ends of the said bars provided with means for holding them against long. tudinal movement; in combination 'Wliih means for mountin the said springs in the side frames and or holding the several alternate ends of the said bars a ainst longitudinal movement, and means or applying the load of the bolster upon the said springs. 11. In a structure of the class described,

atension member and a compression mem-' 'berforming each side frame, a bolster connected across from s1de frame to side frame upon which the load of the car-is carried,

longitudinally arran 'ed springs mounted in eac side frame an wei ht of the bolster in the central region havin oft e bars and the bars of diflierentlengths separate seats in the tensionmemthe side frame and the shorter bars being at the bottom, the said tension memher shaped in conformity with a suspension cord strain line running through the contact points of the-ends of the spring bars.

12. In a structure of the class described,

' side frame members connected across by a bolster and the latter carrying the load of I the car, longitudinal springs arranged in the side frames and adapted to carry the ends '35 i the bolster, flanges on the ends of the in the central body of the springs, projections on the edges of the bolster adapt. ed to bear on the springs in a manner to aid in supporting the bolster in uprightposition.

' 14. In a truck fraine, side frames connected across by a bolster and longitudinalarranged sprin mounted in the side f rames and adapts to support the bolster in the central body of the springs and the ends of said bolster riding upon the said springs, with bearing points for the bolster composed of bars) of varying lengths and adapted to carry the bearing upon the springs at the edges of the bolster and with side flanges extending down the side of the body of the springs for aiding in registering the side frames together.

15. In a truck frame, side' frames connected across by a bolster and longitudinal-- ly arranged spri s mounted in the side frames and adapte tosupport the bolster in the central body of thesprings and the ends of said bolster riding upon the said springs, with hearing points for the bolster bearing upon the springs at the edges of the bolster and with side flanges extending down the side of the body of the springs. for aidin inregistering the side frames together, an vertically arranged guideways in the sideframe for aiding in holding the bolster against movement parallel with the track. 16.'In a side frame construction of the class described, a compression member and a tension member united at their ends forming the bridge which carries the bolster load from journalabox'to journal box, a longitudinally arranged spring composed of spring bars separately supported at their ends in the tension member, guidewa s forsustaining the bolster against disp acement longitudinally of the side frame and saidmembers having clearance space for the admission of the spring parts into their seats in the tension member of the side frame.

- 17. In a device of the class described, a side frame having a compression member.

and a tension member, seats in'the tension member assisting to sustain a longitudinal bar spring composed of bars separately supported at their ends in the tension member m arallel relation to theside frame, with a c earance space between the tension memher 'andthe compression member which permits the entry of the spring bars laterally into their seats in the tension member of the side frame.

18. In a car truck, side car frames comprising tension and compression \members, a bolster, leaf springs supporting said bolster and having their leaves separately supported upon said tension member at their ends and at oints out of vertical alinement with said bo r.

7 Si ed at Chicago, in the county of Cook and tateof Illinois,'thisv 10th day of May, 1921.

GEORGE soo'r'r CHILES. Witnesses: a H. H. Barnum), 

